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Efficient Computational Procedure for Fatigue Life Assessment Using DOE/DSA Techniques

Publishing Venue

The IP.com Prior Art Database

Abstract

During the early product design stage, it is very important to explore the design space for the optimal and robust design. The current analytical design of experiment (DOE) procedure is not efficient for durability fatigue applications in automobile industries. In the fatigue analysis, the unit-load stress coefficients are needed to compute the stress history and fatigue life. The usual practice is to run finite element analysis (FEA) to obtain those stresses. The FEA is performed using any commercial FEA software and, depending on the size of the model, it can be computationally very expensive. The DOE process works by initially laying out the design points in the space defined by the design parameters. For each design point, the finite element analysis must be performed. The serious drawback with the current DOE procedure is that hundreds of FEA evaluation may be needed to obtain a reasonably accurate fatigue life distribution, which makes the current DOE process undesirable to many engineers in automobile industries. Since automotive engineers are faced with vehicle Computer-Aided Engineering (CAE) models that have up to half million degrees of freedom, the current DOE process is impractical.

Country

United States

Language

English (United States)

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Efficient Computational Procedure for Fatigue Life
Assessment Using DOE/DSA Techniques

During the early product design stage, it is very
important to explore the design space for the optimal and robust design. The current analytical design of
experiment (DOE) procedure is not efficient for durability fatigue applications
in automobile industries. In the
fatigue analysis, the unit-load stress coefficients are needed to compute the
stress history and fatigue life. The usual practice is to run finite element
analysis (FEA) to obtain those stresses.
The FEA is performed using any commercial FEA software and, depending on
the size of the model, it can be computationally very expensive. The DOE process works by initially
laying out the design points in the space defined by the design
parameters. For each design point,
the finite element analysis must be performed. The serious drawback with the current DOE procedure is that
hundreds of FEA evaluation may be needed to obtain a reasonably accurate
fatigue life distribution, which makes the current DOE process undesirable to
many engineers in automobile industries.
Since automotive engineers are faced with vehicle Computer-Aided
Engineering (CAE) models that have up to half million degrees of freedom, the
current DOE process is impractical.

The clear advantage of the
proposed DOE/DSA procedure is that it reduces the number of FEA to only
two. In other words, even if the
engineer decides to perform 100-run DOE, only two FEA evaluations are needed in
the entire process. (In the
current DOE process, the engineer would need to evaluate 100 finite element
analyses.) This is possible by
utilizing the design sensitivities from the FEA code, such as MSC/NASTRAN, and
updating the unit-load stress coefficients by using these sensitivities. Therefore, by integrating the
sensitivity information into the DOE process, the proposed DOE/DSA process is
much more efficient and desirable for automotive engineers to use.

Procedure

When performing an analytical
design of experiment (DOE) for fatigue life assessment, the following steps are
currently taken (See Figure 1):

The accuracy of fatigue life
assessment rests on how well, and how many, the design points are spread across
the design space. Ideally, the
engineer would prefer to spread many design points as evenly as possible to
cover the entire space. But due to
the lengthy nature of DOE procedure, the engineer cannot afford to evaluate too
many design point...